Violet Jessop, the 20th Century Lady Jonah: Part 6 – Aboard the HMHS Britannic


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Myself . By T.V. Antony Raj
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HMHS Britannic (Author: Allan Green, 1878 - 1954)

HMHS Britannic (Author: Allan Green, 1878 – 1954)

The HMHS  Britannic was the third and largest Olympic-class ocean liner of the White Star Line larger than the RMS Titanic.

Some sources claim the ship was to be named “Gigantic“. At least one set of documentations exists, in which Noah Hingley & Sons Ltd., in Netherton, near Dudley, United Kingdom, discuss the order for the ship’s anchors; this documentation states that the name of the ship is Gigantic. It appears more probable that the name Gigantic must have been used informally in correspondence with Harland & Wolff before being dropped quietly. However, Tom McCluskie affirmed that in his capacity as Archive Manager and Historian at Harland & Wolff, he “never saw any official reference to the name ‘Gigantic’ being used or proposed for the third of the Olympic class vessels.

The keel for Britannic was laid on November 30, 1911, at the Harland & Wolff shipyard in Belfast, 13 months after the launch of the RMS Olympic. Her watertight bulkhead was extended, higher than Titanic’s had been. Britannic was designed to carry 48 open lifeboats. Of these, 46 were to be 34 feet long, the largest lifeboats ever carried until then and two of the 46 were to be motor propelled equipped with wireless sets for communications. The other two were to be 26-foot cutters placed on either side of the bridge.

Though Britannic was intended to enter service as a transatlantic passenger liner, she never crossed the Atlantic carrying the rich and the poor to the New World.

After improvements were introduced as a consequence of the Titanic disaster, Britannic was launched at 11:10 am on February 26, 1914. Around 20 tonnes of tallow, train oil and soft soap were used to move the gigantic ship down the slipway. In 81 seconds she stood afloat in the water.  Later, she was towed to the Abercon Basin for fitting by five tugs.

The British press hailed her as “a twentieth century ship in every sense of the word” and “the highest achievement of her day in the practise of shipbuilding and marine engineering.” However, after launching, she was laid up at her builders in Belfast for many months.

In August 1914, when the first World War broke out, the shipyards in Britain focused on converting many liners for Transport of Troops. Some were converted to Hospital ships. Britannic‘s maiden voyage scheduled for April 1915 was cancelled.

On November 13, 1915, after being docked for 15 months, the British Admiralty requisitioned Britannic, which was just an empty hull, to use it as a hospital ship. She was readied in just six weeks before being put to use as a hospital ship and was given ship number 9618.

The public rooms on the upper decks were converted into wards for the wounded soldiers. The large first class dining rooms and the reception rooms were converted into operating theatres and main wards. Deck B was furnished to house the medical officers. The lower decks were fitted out for medical orderlies, other staff and the less wounded patients. In all, the ship was fitted to carry 3,309 people.

Digital plans of the Britannic in hospital ship colours by Cyril Codus. (Source: hmhsbritannic.weebly.com)

Digital plans of the Britannic in hospital ship colours by Cyril Codus. (Source: hmhsbritannic.weebly.com)

The ship’s hull was repainted in the internationally recognized colours of a hospital ship; a green band was painted along each side of the ship broken by three large red crosses, to provide her safe passage at sea. For protection at night, two large red crosses were painted on both sides of the boat deck and were highlighted at night with a band of green electric bulbs.

Renamed HMHS (His Majesty’s Hospital Ship) Britannic, she entered service on December 23, 1915 under the command of Commodore Charles Alfred Bartlett.

On December 23, 1915, she entered service as His Majesty’s Hospital Ship – HMHS Britannic.

23-year-old Violet Jessop in her Voluntary Aid Detachment uniform while assigned to HMHS Britannic

23-year-old Violet Jessop in her Voluntary Aid Detachment uniform while assigned to HMHS Britannic

After her traumatic experience on the RMS Titanic, Violet Jessop secured a position with the British Red Cross as a stewardess. She was posted on HMHS Britannic.

Along with Violet on board was 27-year-old Arthur John Priest, a fireman / stoker, who, like her, had survived the collision of the RMS Olympic with the HMS Hawke, and escaped from the RMS Titanic when she sank on April 15, 1912.

Also, on board was 23-year-old Archie Jewel, one of the six lookout men on the deck of the ill-fated Titanic. On the night of April 14, 1912, he had worked the 8 pm to 10 pm shift and was in his berth when the ship hit the iceberg at 11:40 pm. He was one of the first to leave the ship on the starboard side at 12:45 pm in lifeboat 7, with just 28 people on it while the full capacity was for 65. After the Titanic, Archie was on board the SS Donegal which was sunk by enemy action in April 1917.

On December 23, 1915, HMHS Britannic left Liverpool on her maiden voyage to Moudros, on the island of Lemnos, North Aegean, Greece under the command of Commodore Charles Alfred Bartlett. She reached Moudros eight days later on December 31, 1915 and returned to Southampton on January 9, 1916.

After completing two more voyages to Naples, she was laid up on April 12, 1916.

On August 28, 1916, HMHS Britannic was recalled to active service and was given a new Transport Identification Number, G618. She made two more voyages to Moudros returning with the sick and wounded.

The HMHS Britannic left Southampton at 2:23 pm on November 12, 1916 with Captain Charles Bartlett in command on her 6th outbound voyage to Moudros. On arriving at Naples on November 17, 1916, she took on board more coal and water.

The ship was secured for two days at Naples due to a storm. On Sunday, November 19, 1916, finding a brief shift in the weather, Captain Bartlett decided to sail away from Naples. A total of 1,066 people – sick and wounded soldiers, the ship’s crew, and the medical staff – were on board.

As HMHS Britannic left the port, a storm set in and the sea rose again. The following morning, the storm passed and the sea became calm and the ship passed the Strait of Messina without any further problems. In the early hours of Tuesday, November 21, 1916, the ship rounded Cape Matapan.

At 8:00 am, Captain Bartlett changed course for the Kea Channel, in the Aegean Sea, lying between the islands of Makronisi (to her port side) and Kea (to her starboard side), just off Cape Sounion on the mainland of Greece. Chief Officer Robert Hume and Fourth Officer D. McTowis were on the Bridge along with him.

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 Previous: Part 5 – After the Titanic Disaster

To be continued

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Violet Jessop, the 20th Century Lady Jonah: Part 5 – After the Titanic Disaster


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Myself . By T.V. Antony Raj
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R.M.S. Carpathia by Scottvisnjic

R.M.S. Carpathia by Scottvisnjic

At full speed it took four hours for the RMS Carpathia, working her way through dangerous ice fields in the dark, to reach the RMS Titanic. When Carpathia arrived at the scene at 4 am on the morning of April 15, 1912, Titanic had already sunk. Carpathia took on around 700 survivors of the disaster from Titanic‘s lifeboats. It rescued the last of the survivors in the lifeboats by 9:15 am.

Members of a rescue crew in a whaling boat attempt to retrieve the floating body of a Titanic victim. Photograph by Joseph H. Bailey. (Source: channel.nationalgeographic.com)

Members of a rescue crew in a whaling boat attempt to retrieve the floating body of a Titanic victim. Photograph by Joseph H. Bailey. (Source: channel.nationalgeographic.com)

Out of the 2,224 people aboard RMS Titanic, 710 were saved, leaving 1,517 dead.

The figures below are from the British Board of Trade report on the disaster.

Passenger category Number aboard Number saved Number lost Percentage saved Percentage lost
Children, First Class 6 5 1 83.4% 16.6%
Children, Second Class 24 24 0 100% 0%
Children, Third Class 79 27 52 34% 66%
Women, First Class 144 140 4 97% 3%
Women, Second Class 93 80 13 86% 14%
Women, Third Class 165 76 89 46% 54%
Women, Crew 23 20 3 87% 13%
Men, First Class 175 57 118 33% 67%
Men, Second Class 168 14 154 8% 92%
Men, Third Class 462 75 387 16% 84%
Men, Crew 885 192 693 22% 78%
Total 2224 710 1514 32% 68%

Captain Edward Smith,  Chief Officer Henry Wilde, First Officer William Murdoch, Thomas Andrews, the naval architect of RMS Titanic, Jack Phillips, the senior Marconi radio operator, were among those lost with the sinking ship.

In this 1912 photo made available by the Library of Congress, Harold Bride, surviving wireless operator of the Titanic, with feet bandaged, is carried up the ramp of RMS Carpathia

In this 1912 photo made available by the Library of Congress, Harold Bride, surviving wireless operator of the Titanic, with feet bandaged, is carried up the ramp of RMS Carpathia

Harold Bride after being picked up by the RMS Carpathia assisted Harold Cottam in dealing with a constant exchange of messages in the following hours.

Lifeboat 12 reached the RMS Carpathia at 8:30 am where Jack was reunited with his mother. A kind passenger on the Carpathia gave Jack his pajamas and a bunk to sleep. Later, Jack Thayer reflected that the brandy he had drunk on that day was his first shot of hard liquor.

After being picked up by the RMS Carpathia, Bruce Ismay was taken to the ship’s doctor, Frank Mcgee’s cabin. Ismay gave Captain Rostron a message to send to White Star Line’s New York office:

Deeply regret advise you Titanic sank this morning after collision with iceberg, resulting in serious loss of life. Full particulars later.

During the entire journey to New York on board RMS Carpathia, Ismay never left Dr. Mcgee’s cabin. He did not eat any solid food and had to be kept under the influence of opiates.

After visiting Ismay, Jack Thayer said:

“[Ismay] was staring straight ahead, shaking like a leaf. Even when I spoke to him, he paid absolutely no attention. I have never seen a man so completely wrecked.”

The RMS Carpathia finally reached New York on April 18, 1912. Guglielmo Marconi, visited his exhausted radio operators on board. He himself had plans to  to cross the Atlantic on the ill-fated RMS Titanic, but had changed his plans. He arrived In New York on the RMS Lusitania.

After their arrival in New York, Jack Thayer, his mother and Miss Fleming took the Thayer’s private train carriage from Jersey City, NJ, back home to Haverford.

After graduating from the University of Pennsylvania, Jack Thayer took on banking. A few years later he was appointed Financial Vice-President and Treasurer of the University. He served as an artillery officer in the US Army during World War I. He married Lois Cassatt and they had two sons. Edward C. Thayer and John B. Thayer IV.

In 1940, conceivably, as an attempt to purge some of the memories that still haunted him, Jack Thayer produced a pamphlet relating his experiences with the Titanic’s sinking in vivid detail in a self-published pamphlet. Just 500 copies were printed exclusively for family and friends. Oceanographer Robert Ballard used the details of Jack Thayer to determine the location of the Titanic and proved that the ship had split in half as it sank, contrary to popular belief, as was finally confirmed when the wreck of the Titanic was discovered.

During World War II, both his sons enlisted in the armed services. In 1943, Edward Thayer was a bomber pilot in the Pacific theatre. After his plane was shot down, he was listed as missing and presumed dead. His body was never recovered.  When the news of Edward’s death reached him, Jack Thayer, became extremely depressed.

On the 32nd remembrance day of the RMS Titanic‘s collision with the iceberg, Jack Thayer’s mother Marian died. The loss of his mother depressed him further.

On September 20, 1945, Jack Thayer committed suicide by cutting his throat and wrists in an automobile at 48th Street and Parkside Avenue in West Philadelphia.

He is buried at the Church of the Redeemer Cemetery, Bryn Mawr, Pennsylvania.

In New York, Bruce Ismay was hosted by Philip Franklin, vice-president of the company. Ismay also received a summons to appear before a Senate committee headed by Republican Senator William Alden Smith the following day and a few weeks later he appeared before the British Board of Trade chaired by Lord Mersey.

Bruce Ismay testified that as the ship was in her final moments, he was working at an oar, his back to the ship so as to avoid watching his creation sink beneath the waters of the North Atlantic. During the United States Inquiry he assured that all the vessels of the International Mercantile Marine Company would be equipped with lifeboats in sufficient numbers for all passengers.

After the inquiry, Ismay and the surviving officers of the RMS Titanic returned to England aboard RMS Adriatic. Ismay’s reputation was irreparably damaged and he maintained a low public profile after the disaster. London society ostracized Ismay for life and labelled him one of the biggest cowards in history.

The American and the British press the American and the British press Bruce Ismay for deserting the ship while women and children were still on board. Some newspapers, even conjectured that Ismay jumped into the boat, despite there being women still near the lifeboat. Some papers called him the “Coward of the Titanic” and others named him as “J. Brute Ismay” and suggested that the White Star flag be changed to a yellow liver.

Ben Hecht, then a young journalist in Chicago, wrote a scathing poem titled “Master and Man” for the Chicago Journal contrasting the actions of Captain Edward Smith, the master of RMS Titanic who had just gone to an icy grave with his ship along with a majority of its passengers, and J. Bruce Ismay, chairman and managing director of the White Star Line of steamship safe on the rescue ship RMS Carpathia.

Master and Man
by Ben Hecht

The Captain stood where a
Captain should
For the Law of the Sea is grim;
The Owner romped while the ship was swamped
And no law bothered him.
The Captain stood where the Captain should
When a Captain’s ship goes down
But the Owner led when the women fled,
For an Owner must not drown.
The Captain sank as a man of Rank,
While his Owner turned away;
The Captain’s grave was his bridge and brave,
He earned his seaman’s pay.
To hold your place in the ghastly face of Death on the Sea at Night
Is a Seaman’s job, but to flee with the mob
Is an Owner’s Noble Right.

However, some newspapers claimed Ismay’s escape was justified since he was a passenger just like any other passenger on board the RMS Titanic. Some journalists maintained that Ismay bound by the dictum, “Women and children first” assisted many women and children himself. At the inquiry Bruce Ismay and first-class passenger William Carter said they boarded Collapsible C lifeboat only after there were no more women and children near that lifeboat.

On June 30, 1913, Ismay resigned as president of International Mercantile Marine and chairman of the White Star Line, to be succeeded by Harold Sanderson.

The Times Despatch - 2The above news “J. Bruce Ismay Tells in Whispers How He Escaped Death By Leaving Sinking Titanic in Lifeboat With Women” in The Times Dispatch reminds me of an apocryphal account of how Violet Jessop got into the lifeboat:

Violet watched patiently as the crew members loaded the passengers on to lifeboat Later, they called out “Are there any more women before this boat goes out?”

Bruce Ismay, who had already got into the boat loaded with women saw Violet and said: “Come along; jump in.

Violet replied: “I am only a stewardess.

Ismay said: “Never mind – you are a woman; take your place.

Just as the boat was being lowered, an officer of the Titanic gave her a baby to look after.

According to this unsubstantiated account Violet Jessop would have got into lifeboat C along with Bruce Ismay.

Violet Jessop, said later that while on board the RMS Carpathia, a woman without saying a word grabbed the baby Violet was holding and ran off with it; and many years after her retirement on a stormy night Violet received a telephone call from a woman who asked her if she saved a baby on the night the Titanic sank. When Violet replied “Yes,” the caller said, “I was that baby.”

When she told this to John Maxtone-Graham, her friend, and biographer, the latter said it would have been most likely some prankster. Violet replied, “No, John, I had never told that story to anyone before I told you now.”

The above account is a bit enigmatic. Some sources say that Violet Jessop escaped from the sinking Titanic on lifeboat 16. According to available records, the only baby in lifeboat 16 was 5-month-old Master Assad Alexander Thomas/Tannous who was handed over to 27-year-old Miss Edwina Celia Troutt. The infant was later reunited with his mother on the RMS Carpathia. Also, according to available records there were only two stewardesses on that lifeboat: 28-year-old Miss Evelyn Marsden and 41-year-old Mrs. Mary Kezia Roberts.

Many survivors lost all their possessions and became destitute. Many families, those of crew members from Southampton in particular, lost their principal breadwinners and were helped by charitable donations.

Empty holes where rivets gave way (Source: history.com)

Empty holes where rivets gave way (Source: history.com)

Videos taken at the wreck site of the Titanic by recent expeditions, show empty holes where the rivets gave way. Recent investigations by forensic experts reveal the rivets holding the steel plates are the real culprits leading to the Titanic catastrophe. Tests show flaws in the rivets used in the construction of Titanic. Inferior grade iron was used to manufacture the three million odd rivets that were used to hold the steel plates together.

After the demise of RMS Titanic, the SS Majestic was pressed back into service once again, filling the hole in the transatlantic schedule of White Star Line.

Even after the horrendous experience on RMS Titanic Violet Jessop continued to work as a stewardess on ocean-liners. Her next posting as a stewardess was on HMHS Britannica.

Titanic at 100

Click image to view video “Titanic At 100 Mystery Solved 720p HD (full movie)”

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 Previous: Part 4 – Sinking of the RMS Titanic

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Violet Jessop, the 20th Century Lady Jonah: Part 4 – Sinking of the RMS Titanic


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Myself . By T.V. Antony Raj
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Maiden voyage of RMS Titanic. (Author: T.V. Antony Raj)

Maiden voyage of RMS Titanic. (Author: T.V. Antony Raj)

On Sunday, April 14, 1912, at 11:40 pm ship’s time, about 2,000 miles (3,200 km) from Queenstown and 375 miles (600 km) south of Newfoundland at 41°43’42″N 49°46’49″W, lookout Frederick Fleet spotted an iceberg directly ahead of the RMS Titanic and alerted the bridge. At that time, the ship was travelling near her maximum speed.

The iceberg suspected of having sunk the RMS Titanic. This iceberg was photographed by the chief steward of the liner Prinz Adalbert on the morning of April 15, 1912, just a few miles south of where the “Titanic” went down. The steward hadn't yet heard about the Titanic. What caught his attention was the smear of red paint along the base of the berg, indication that it had collided with a ship sometime in the previous twelve hours. This photo and information was taken from "UNSINKABLE" The Full Story of RMS Titanic written by Daniel Allen Butler, Stackpole Books 1998. Other accounts indicated that there were several icebergs in the vicinity where the TITANIC collided.

The iceberg suspected of having sunk the RMS Titanic. This iceberg was photographed by the chief steward of the liner Prinz Adalbert on the morning of April 15, 1912, just a few miles south of where the “Titanic” went down. The steward hadn’t yet heard about the Titanic. What caught his attention was the smear of red paint along the base of the berg, indication that it had collided with a ship sometime in the previous twelve hours. This photo and information was taken from “UNSINKABLE” The Full Story of RMS Titanic written by Daniel Allen Butler, Stackpole Books 1998. Other accounts indicated that there were several icebergs in the vicinity where the TITANIC collided.

First Officer William McMaster Murdoch ordered the ship’s engines to be put in reverse to reduce speed and maneuver the vessel around the obstructing iceberg; but it was too late. The starboard side of the ship grazed the immense iceberg, creating a series of gashes below the waterline. The ship began to founder.

At 12:11 am on April 15, 1912, the radio operators Jack Phillips and Harold Bride sent out the first distress signal: “CQD CQD CQD CQD CQD CQD DE MGY MGY MGY MGY MGY MGY” from position 41°44′N 50°24′W, and continued sending the distress signal by wireless.

‘CQD’ transmitted in Morse code as – · – · – – · – – · · is one of the first distress signals adopted for radio use. It is understood by wireless operators to mean, “All stations: distress.” “DE” from French “for” and ‘MGY’ the call sign of Marconi’s wireless telegraph station aboard RMS Titanic.

The crew sent distress signals using rockets and Morse code lamp.

Unfortunately, the ships that responded to her distress call were not near enough to reach her in time.

On the night of Sunday, April 14, 1912, the RMS Carpathia (call sign MPA), a Cunard Line transatlantic passenger steamship commanded by Captain Arthur Henry Rostron, was sailing from New York City to Fiume, Austria-Hungary (now Rijeka, Croatia). Carpathia’s only wireless operator, Harold Cottam, received messages from Cape Race, Newfoundland, stating they had private traffic for the RMS Titanic’s Marconi Room. At 12:11 am on April 15, 1912, he sent a message to RMS Titanic stating that Cape Race had traffic for them. In reply he received the Titanic’s distress signal.

Cottam informed Captain Rostron who immediately set a course at maximum speed of 17 knots (20 mph; 31 km/h) to the Titanic’s last known position – approximately 58 miles (93 km) away. To make as much steam as possible available for the engines, the Captain ordered the cutoff of the ship’s heating and hot water. As RMS Carpathia raced from the southeast, it fired rockets to let RMS Titanic know that help was on the way.

The RMS Titanic was provided with innovative safety features such as watertight compartments and remotely activated watertight doors.

At the outset, to accommodate the luxury features in RMS Titanic, Bruce Ismay ordered the number of lifeboats reduced from 48 to 16, the latter being the minimum allowed by the Board of Trade, based on the Titanic’s projected tonnage. However, during the maiden voyage she carried a total of 20 lifeboats: 14 standard wooden Harland & Wolff lifeboats with a capacity of 65 people each and four Englehardt “collapsible” (wooden bottom, collapsible canvas sides) lifeboats (identified as A to D) with a capacity of 47 people each. In addition, she had two emergency cutters with a capacity of 40 people each. So, there were not enough lifeboats to accommodate all on board. Though there were 2,224 people, including the 908 crew members aboard the ship, there were lifeboats enough only for 1,758 people. The RMS Titanic was less than 75% full during her maiden voyage and had room for 1,000 more people.

Lifeboat No. 5

Violet Jessop wrote in her memoirs that she was “comfortably drowsy” in her bunk, but not quite asleep when the collision occurred.

The second boat lowered on the starboard side was lifeboat 5. Third Officer Pitman was sent in charge of the boat, having five other crew with him as well as two stewardesses – most probably Violet Jessop and her roommate Elizabeth Mary Leather. Passengers were still a bit reluctant to enter the boats at this time.

Violet Jessop wrote in her memoirs:

“I was ordered up on deck. Calmly, passengers strolled about. I stood at the bulkhead with the other stewardesses, watching the women cling to their husbands before being put into the boats with their children. Some time after, a ship’s officer ordered us into the boat first to show some women it was safe. As the boat was being lowered the officer called: ‘Here, Miss Jessop. Look after this baby.’ And a bundle was dropped onto my lap.”

There were probably 35 or 36 people in the boat when lowered. Lifeboat No. 5 was one of the first boats to reach the Carpathia.

The collapsible lifeboat C

Bruce Ismay was active on the starboard side all night, urging and assisting passengers into the lifeboats., more or less urging them to get away. Lifeboat No. 1, had left 20-30 minutes earlier. The collapsible lifeboat C had been fitted into a pair of empty davits, a system that is used to lower an emergency lifeboat to the embarkation level to be boarded. The davits had falls of manilla rope to lower the lifeboat into the water.

Ismay was standing close to the collapsible lifeboat C. Those near the boat were third class passengers – many from the Middle East.

Emily Alice Brown Goldsmith and her young son, Frank John William Goldsmith got into the boat with a few younger lady friends from England. After about 25 to 28 women and children had been assisted into the boat, five crew members were ordered in as well as Quartermaster George Rowe, who had been trying to contact ships in the vicinity by assisting with the Morse lamp and with firing rockets.

When there were few seats still free, Ismay and a first class passenger, William Ernest Carter, who had sent his family in lifeboat 4, got on to the lifeboat C as it was about to be lowered. Lifeboat C was probably lowered about 20 minutes before the RMS Titanic sank. It was the ninth and the last boat lowered on the starboard side.

While rowing away from the ship four Chinese third class passengers were discovered in the bottom of the boat and were taken into the lifeboat.

Lifeboat C had the capacity to hold 49 people. Mrs. Goldsmith thought there were 30 women, five crew members and four Chinese and her son in the boat while QM Rowe thought there were 39, and Bruce Ismay estimated between 40 and 45 in the boat. In all likelihood, there were just under 40 people in the boat. They did not pick up any more people from the cold sea and possibly reached the RMS Carpathia as the tenth or twelfth lifeboat.

The Thayers

Two weeks before boarding the RMS Titanic at Cherbourg as first class passengers on April 10, 1912, Second Vice-President of the Pennsylvania Railroad, 49-year-old John Borland Thayer from Haverford, Pennsylvania, his wife 39-year-old Marian Longstreth Thayer (née Morris) and their 17-year-old son John Borland (“Jack”) Thayer Jrhad been in Berlin as guests of the American Consul General and Mrs. Thackara.

At night on April 14, 1912, while preparing for bed in his cabin C-70 Jack Thayer noticed the breeze through his half-open porthole stop. Pulling an overcoat over his pajamas he called to his parents cabin C-68 that he was ‘going out to see the fun.’ Jack ran up on A deck on the port side, but could see nothing amiss. He went towards the bow where, as his eyes adjusted to the darkness, he could make out the ice on the forward well deck.

Jack Thayer returned to get his parents. They together went to the starboard side of A deck where the father thought he saw small pieces of ice floating around. As they crossed to the port side, they noticed that the ship had developed a list to port. They then returned to their room and dressed. Jack put on a tweed suit and vest with another mohair vest underneath in order to keep warm. Having put on life-belts, with overcoats on top, they went to the deck along with 48-year-old Miss Margaret Fleming, the personal maid of Marian Thayer.

When the order was given to women and children to board the boats, John and Jack said goodbye to Marian at the top of the grand staircase on A-Deck. While Marian and her maid went to the port side, John and Jack went to the starboard side.

A while after, the two men were surprised to learn from Chief Second Steward George Dodd that Marian and her maid were still on board. Reunited, John, Marion and Margaret went on ahead to find a boat. Jack lagged behind and finally lost them, perhaps he was talking to his friend Milton Clyde Long whom Jack had met for the first time, over coffee that evening; or perhaps he just got caught up in the crowd.

Jack searched for his parents for a while, but then, presuming they had probably got into a boat he went forward on the starboard side accompanied by Milton Long.

The boats were leaving rapidly and the crowds were large. The two young men stood by the empty davits of a lifeboat that had left. Here, close to the bridge they watched a star through the falls of the davit to measure the rate at which the ship was going down.

As the ship began to sink more rapidly and deeper, Jack, a strong swimmer, wanted to jump into the sea as others were doing towards the stern. However, Long persuaded Jack against it. Eventually, as they could not wait anymore, saying goodbye to each other, they jumped up on the rail.

Long put his legs over and inquired,, “You are coming, boy, aren’t you?”

Jack replied “Go ahead, I’ll be with you in a minute.”

Long then slid down the side of the ship. Jack never saw him again.

Jack then jumped out, feet first. He surfaced well clear of the ship, he felt he was pushed away from the ship by some force.

Later on, Jack Thayer reminisced about the terrifying plunge:

“I was pushed out and then sucked down. The cold was terrific. The shock of the water took the breath out of my lungs. Down and down, I went, spinning in all directions. Swimming as hard as I could in the direction which I thought to be away from the ship, I finally came up with my lungs bursting, but not having taken any water.”

Sinking of RMS Titanic

Sinking of RMS Titanic (Artist: Ken Marschall)

At 2:20 am, two hours and forty minutes after the Titanic smashed into the iceberg and drifting to the south at a rate of one knot per hour equating to a 2.66 mile drift, sea water gushed in through open hatches and grates; her forward deck dipped under water and she started sinking rapidly. After In two hours time after, the ship broke in two and sank. All remaining passengers and crew were plunged into lethally cold water around 28°F (−2°C). Even young and fit people would not last longer than 15 minutes in such a temperature. Almost all of those in the water died from hypothermia within 15–30 minutes.

Jack Thayer  reminisced about the sinking:

“The ship seemed to be surrounded with a glare, and stood out of the night as though she were on fire…. The water was over the base of the first funnel. The mass of people on board were surging back, always back toward the floating stern. The rumble and roar continued, with even louder distinct wrenchings and tearings of boilers and engines from their beds. Suddenly the whole superstructure of the ship appeared to split, well forward to midship, and bow or buckle upwards. The second funnel, large enough for two automobiles to pass through abreast, seemed to be lifted off, emitting a cloud of sparks It looked as if it would fall on top of me. It missed me by only twenty or thirty feet. The Suction of it drew me down and down struggling and swimming, practically spent…

“This time I was sucked down, and as I came up I was pushed out again and twisted around by a large wave, coming up in the midst of a great deal of small wreckage. As I pushed my hand from my head it touched the cork fender of an overturned lifeboat. I looked up and saw some men on the top and asked them to give me a hand. One of them, who was a stoker, helped me up. In a short time the bottom was covered with about twenty-five or thirty men. When I got on this I was facing the ship.”

As Jack Thayer and the other survivors balanced precariously on the upturned Collapsible lifeboat B, the cries of those swimming in the water came to them. It sounded to Jack just like the high-pitched hum of locusts back home in Pennsylvania.

“Her deck was turned slightly toward us. We could see groups of the almost fifteen hundred people aboard, clinging in clusters or bunches, like swarming bees; only to fall in masses, pairs or singly, as the greater part of the ship, two hundred and fifty feet of it, rose into the sky, till it reached a sixty-five or seventy degree angle. Here it seemed to pause, and just hung, for what felt like minutes. Gradually she turned her deck away from us, as though to hide from our sight the awful spectacle.

“I looked upwards – we were right under the three enormous propellers. For an instant, I thought they were sure to come down on top of us. Then, with the deadened noise of the bursting of her last few gallant bulkheads, she slid quietly away from us into the sea.”

Of the last moments, Violet Jessop wrote:

one awful moment of empty, misty darknessthen an unforgettable, agonizing cry went up from 1500 despairing throats, a long wail and then silence…

Violet and the rest of the survivors remained in the boats all night.

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Violet Jessop, the 20th Century Lady Jonah: Part 3 – Ice Warnings for the The RMS Titanic


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Myself . By T.V. Antony Raj
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Violet Jessop said that it was her habit to breathe in fresh air on deck before retiring for the night. Regarding the fourth day of sailing on Titanic she wrote:

If the sun did fail to shine so brightly on the fourth day out, and if the little cold nip crept into the air as evening set in, it only served to emphasize the warmth and luxuriousness within.

Titanic in ice field (Artist: Ken Marschall)

Titanic in ice field (Artist: Ken Marschall)

From the second day on, after leaving Southampton on its maiden voyage, RMS Titanic received reports of ice from ships passing through, or stopped due to heavy ice in the region she would be sailing to New York. On the 11th she received six warnings, on 12th five, on 13th three, and on 14th six. As a matter of fact, the Marconi room of RMS Titanic relayed some of the warnings to the shore.

As a routine, all these messages would have been logged in the radio book as they were received or intercepted and passed on to the officers on the bridge. So, it is unlikely that Captain Edward Smith and his officers, would have been unaware of the dangerous ice that was lying directly in the path of the ship.

Here are the messages received or intercepted on Sunday, April 14, 1912 – four days into the crossing:

At 9:00 am  (“Titanic” time), RMS Caronia (call sign MSF), a Cunard Line ocean liner, Eastbound New York to Liverpool, sent an ice warning message to RMS Titanic:

“Captain, ‘Titanic.’ – Westbound steamers report bergs, growlers and field ice in 42°N from 49° to 51°W, 12th April. Compliments. – Barr.”

Action taken: This message referred to bergs, growlers and field ice sighted on April 12, 1912 – at least 48 hours before the time of transmitting the message. At the time this message was received RMS Titanic was at 43°35′N, 43°50′W. Captain Smith acknowledged the receipt of this message and posted it for his officers to read.

At about 8 am on April 14, 1912, Greek steamer Athinai (call sign MTI) belonging to the Hellenic Transatlantic Steam Navigation Company, Westbound from Piraues and Mediterranean ports to New York, encountered a large ice field containing several large bergs. During the morning she sent an ice advisory to RMS Baltic, an ocean liner of the White Star Line, Eastbound New York to Liverpool.

At 1:42 pm, RMS Baltic (call sign MBC) relayed this report to its sister ship RMS Titanic:

“Captain Smith, ‘Titanic.’ – Have had moderate, variable winds and clear, fine weather since leaving. Greek steamer ‘Athinai’ reports passing icebergs and large quantities of field ice today in lat. 41°51′ N., long. 49° 52′ W. Last night we spoke German oiltank steamer ‘Deutschland,’ Stettin to Philadelphia, not under control, short of coal, lat. 40° 42′ N., long. 55° 11′ W. Wishes to be reported to New York and other steamers. Wish you and ‘Titanic’ all success. – Commander.”

Action taken: At the time this message was received the RMS Titanic was at about 42°35′N, 45°50W. Captain Edward Smith acknowledged the receipt of this message.

J. Bruce IsmayCaptain Smith showed the message to J. Bruce Ismay, the Managing Director of the White Star Line, on board the RMS Titanic on her maiden voyage to let him know that ice was to be expected that night. The latter pocketed the message and showed it later to two ladies; and of course many people on board became aware of its contents. At 7:15 pm, Captain Smith asked for its return, when it was finally posted in the chart room.

At 11:20 am, the German steamer SS Amerika, belonging to the Hamburg America Line of Germany, Eastbound, New York to Hamburg sent an ice advisory telegram message to the Hydrographic Office in Washington, DC via RMS Titanic because Titanic was nearer to Cape Race, to which station it had to be relayed to reach Washington. Here is a facsimile of the message:

File copy from Samuel Barr of the telegram from SS Amerika via SS Titanic on location of two large icebergs 14 April 1912. (Source: Wikimedia Commons)

File copy from Samuel Barr of the telegram from SS Amerika via SS Titanic on location of two large icebergs 14 April 1912. (Source: Wikimedia Commons)

Jack Phillips

Jack Phillips

Action taken: The location of the bergs 41°27′N, 50°08′W was 12.5 miles from where the RMS Titanic later sank. The message does not mention at what hour the bergs had been observed. However, as a message affecting navigation, it should have been taken to the bridge. The two Marconi operators on board Titanic were 25-year-old John George Phillips, better known as “Jack Phillips”, and his Deputy, 22-year-old Harold Sydney Bride. Maybe Phillips waited until the ship would be within call of Cape Race (at about 8:00 or 8:30 pm). No one on board the RMS Titanic knew about this message outside the Marconi room.

The SS Californian, a tramp steamer of The Leyland Line, transporting cargo to whichever port wanted it, commanded by Captain Stanley Lord, left London on April 5, 1912, and was on her way to Boston, Massachusetts. Although she was certified to carry up to 47 passengers, she carried none during this trip. She had a crew of 55 men. At 6:30 pm she sighted three bergs to her southward, 15 miles (24 km) north of the course the RMS Titanic was heading.

At 7:30 pm, Cyril Evans, the only wireless operator of the SS Californian (call sign MWL), sent a wireless message of the ship’s position to their sister ship SS Antillian:

“To Captain, ‘Antillian’, 6.30 pm apparent ship’s time; lat. 42°3′N, long. 49°9′W. Three large bergs five miles to southward of us. Regards. – Lord.”

Action taken: Harold Bride, the other wireless operator on RMS Titanic intercepted the message, but delivered it to the ship’s bridge only at 10:20 pm. Later, Bride said that he could not remember to whom he delivered this message.

.At 9:40 pm, the Marconi station of the MV Mesaba (call sign MMU) belonging to the Atlantic Transport Line sent the following message:

“From ‘Mesaba’ to ‘Titanic’ and all eastbound ships. Ice report in lat. 42°N to 41°25′N, long. 49° to long. 50°30′W. Saw much heavy pack ice and great number large icebergs. Also field ice. Weather good, clear.”

Action taken: This message clearly indicated the presence of ice in the immediate vicinity of the RMS Titanic and was not  delivered to the deck or to any of the officers.

Harold Bride

Harold Bride

This message never left the Titanic’s radio room because the wireless set had broken down the day before, resulting in a backlog of messages that the two radio operators Jack Phillips and Harold Bride were trying to clear. At the time time this message reached Titanic’s radio room an exhausted radio operator Harold Bride was getting some much needed sleep. Phillips may have failed to grasp the significance of the message as he was preoccupied with transmitting and receiving messages for passengers via the relay station at Cape Race, Newfoundland.

At Longitude 42°05′N, 50°07′W, a position to the south of the Grand Banks of Newfoundland, SS Californian was confronted by a large ice field. Captain Stanley Lord decided to halt the ship at 10:21 pm and wait until morning to proceed further.

Officers of SS Californian.  Front row, left to right: Captain Lord, Chief Officer Stewart. Back row, left to right: 2nd  Officer Stone, 3rd Officer Groves

Officers of SS Californian. Front row, left to right: Captain Lord, Chief Officer Stewart. Back row, left to right: 2nd Officer Stone, 3rd Officer Groves.

Around 11 pm, Lord saw a light in the east, but thought it could be a rising star.

At 11:10 pm Third Officer C.V. Groves on deck, also saw the lights of a ship 10 or 12 miles away. To him, it was clearly a large liner as he saw brightly lit multiple decks. Fifteen minutes later Groves informed Captain Lord of what he saw.

They tried to contact the other ship using a Morse lamp, but did not see any reciprocal reply. The Captain then asked his wireless operator Evans if he knew of any ships in the area. Evans said: “only the Titanic.” Captain Lord instructed Evans to call RMS Titanic and inform her that the Californian was stopped, surrounded by ice.

When Evans tried to convey the message the RMS Titanic‘s on-duty wireless operator, Jack Phillips, was busy working on a large backlog of personal messages sent and received from the wireless station at Cape Race, Newfoundland. The relative proximity of SS Californian made signals sent from it loud in Phillips’ headphones. So, Phillips rebuked Evans with: “Shut up, shut up! I am busy; I am working Cape Race!

Evans waited and at 11:30 pm when he did not receive any reply from Phillips he switched off the wireless and went to bed.

Praying the Rosary

Violet Jessop was a firm believer in the power of prayer. As a devout Catholic she always had a rosary in her apron. In her memoirs, Violet says she had taken along with her belongings a copy of a translated Hebrew prayer that an old Irish woman had given her. On that fateful day, after settling down in her bunk she read the strangely worded prayer supposed to protect one who read it against fire and water. Then, she persuaded her roommate, a stewardess (according to editor John Maxtone- Graham, possibly Elizabeth Leather) to read it.

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Violet Jessop, the 20th Century Lady Jonah: Part 2 – Aboard the RMS Titanic


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Myself . By T.V. Antony Raj
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Titanic - A painting by Ken Marschall

Titanic – A painting by Ken Marschall

In 1911, RMS Titanic was the second of three Olympic class ocean liners owned and operated by the White Star Line of steamships. It was the largest ocean cruiser afloat at the time it entered service.

Harland and Wolff built the ship in their shipyard on Queen’s Island, now known as the Titanic Quarter, in Belfast Harbour. Thomas Andrew, the managing director and head of the drafting department for the shipbuilding company was her naval architect in charge of the plans for the ocean liner. It took about 26 months to build it. Although RMS Titanic was virtually identical to the class lead ship RMS Olympic, a few modifications were made to differentiate the two ships.

RMS Titanic departing Southampton on April 10, 1912. Author: F.G.O. Stuart (1843-1923)

RMS Titanic departing Southampton on April 10, 1912. Author: F.G.O. Stuart (1843-1923)

RMS Titanic was launched at 12:15 pm on May 31, 1911 in the presence of Lord William Pirrie - a leading Irish shipbuilder and businessman, J. Pierpoint Morgan - an American financier and banker, and J. Bruce Ismay (son of Thomas  Henry Ismay) - chairman and managing director of the White Star Line of steamships, and 100,000 onlookers. It is alleged that 22 tons of soap and tallow were spread on the slipway to lubricate the vessel’s passage into the River Lagan.

Captain Edward John Smith, RD, RNR

Captain Edward John Smith, RD, RNR

Captain Edward John Smith, RD, RNR

Edward John Smith, RD, RNR (January 27, 1850 – April 15, 1912) joined the White Star Line in March 1880 as the Fourth Officer of SS Celtic. He served aboard the company’s liners to Australia and to New York City and quickly rose in status. In 1887, he received his first White Star command, the SS Republic. From 1895 on, Smith was captain of SS Majestic for nine years.

He gained a reputation among his passengers and crew members for his quiet pomposity. Most England’s elite preferred to traverse the Atlantic only in a ship captained by him, thus he became known as the “Millionaires’ Captain“.

From 1904 on, Smith commanded the White Star Line’s newest ships on their maiden voyages. In 1904, he was given command of the then-largest ship in the world, the RMS Baltic. Her maiden voyage from Liverpool to New York, that set sail on June 29, 1904, went without incident. After three years with RMS Baltic, Smith was given his second new big ship, the RMS Adriatic and once again the maiden voyage went without any untoward incident.

On board the RMS Titanic

Violet Jessop was one of the happiest stewardesses while working on the Olympic. But, after the Hawke incident, she was apprehensive in joining as a stewardess on any ship. However, her friends persuaded her to join the heavily advertised ‘unsinkable’ Titanic as they thought it would be a ‘wonderful experience’ to serve on her.

On April 10, 1912, Violet, ‘dressed in a new ankle-length brown suit’ set out in a horse-drawn Hansom cab to join the brand new ship as a stewardess at her berth in Southampton. The same day RMS Titanic left Southampton on its maiden voyage to New York.

Bruce Ismay usually accompanied his ships on their maiden voyages, and the Titanic was one of them.

There were 908 crew members, including Violet Jessop on board the RMS Titanic under the command of Captain Edward Smith. Most of the crew members were not seamen. They were divided into three principal departments: Deck, Engine, and Victualling. Of these crew members only 23 were female, mainly stewardesses.

Also among the crew were bakers, chefs, butchers, fishmongers, dishwashers, stewards, gymnasium instructors, laundrymen, waiters, bed-makers, cleaners, etc. The ship even had a printer, who produced a daily newspaper for passengers called the Atlantic Daily Bulletin with the latest news received by the ship’s wireless operators.

Southampton is a major port and the largest city on the south coast of England. Out of the 908 crew members, 699 of the crew came from Southampton, and 40% were natives of the city. Most of the crew signed on in Southampton on April 6, 1912.

Some specialist crew members were self-employed or were subcontractors. There were: five postal clerks, who worked for the Royal Mail and the United States Post Office Department; the staff of the First Class À La Carte Restaurant and the Café Parisien; the radio operators, employed by Marconi; and the eight musicians employed by an agency and travelling as second-class passengers. Violet says she became a friend of the Scottish violinist Jock Hume.

The pay of crew members varied greatly. Captain Edward Smith was paid £105 a month. Violet Jessop and the other stewardesses were paid £3 10s. The lower-paid victualling staff were allowed to supplement their wages through tips from passengers.

In the late 19th and early 20th centuries, millions of Europeans immigrated to the United States and Canada. White Star was among the first shipping lines to have passenger ships with inexpensive accommodation for third-class passengers, in addition to luxury first-class and second-class berths. The White Star Line’s quartet of revolutionary liners had the largest carrying capacity for third-class passengers: RMS Celtic of 1901 had a capacity for 2,352 passengers; RMS Cedric of 1903 and RMS Baltic of 1904 had a capacity for 2,000 passengers each; and RMS Adriatic of 1907 had a capacity for 1,900 passengers.

The passengers on RMS Titanic included some of the wealthiest people in the world: 325 first-class and 285 second-class passengers, as well as 706 third-class passengers – mostly emigrants from Great Britain, Ireland, Scandinavia and from countries throughout Europe seeking a new life in North America.

The following photos are from scenes enacted by actors for the play TITANIC at the Barrow-Civic Theatre, at 1223 Liberty Street, Franklin, Pennsylvania, USA.

TITANIC - First Class Passengers. (Source: titanic-bct.blogspot.in)

TITANIC – First Class Passengers. (Source: titanic-bct.blogspot.in)

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TITANIC - Second Class Passengers. (Source: titanic-bct.blogspot.in)

TITANIC – Second Class Passengers. (Source: titanic-bct.blogspot.in)

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TITANIC - Third Class Irish Immigrants (Source: titanic-bct.blogspot.in)

TITANIC – Third Class Irish Immigrants (Source: titanic-bct.blogspot.in)

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The proud serivce staff of the RMS TITANIC (from left to right) Stewardess Annie Robinson, Stewardess Violet Jessop, Head Steward Henry Etches, Mrs. Latimer, and Stewardess Mary Hutchinson. (Source: titanic-bct.blogspot.in)

The proud serivce staff of the RMS TITANIC (from left to right) Stewardess Annie Robinson, Stewardess Violet Jessop, Head Steward Henry Etches, Mrs. Latimer, and Stewardess Mary Hutchinson. (Source: titanic-bct.blogspot.in)

On April 10, 1912, at noon RMS Titanic left Southampton on its maiden voyage to New York. She called at Cherbourg in France at 6:35 pm. After disembarking 15 first and seven second class passengers, the ship took aboard 142 first, 30 second and 102 third class passengers. It left Cherbourg at 8:10 pm for Queenstown (now Cobh) in Ireland.

The ship reached Queenstown at 11:30 am. After disembarking and embarking passengers, she set out at 1:30 pm on her fatal voyage towards New York with a total of 2,224 people: 908 crew members, 325 first class, 285 second class and 706 third class passengers.

RMS Titanic, painted by 16-year-old Ken Marschall (Source : greenwichworkshop.com)

RMS Titanic, painted by 16-year-old Ken Marschall (Source : greenwichworkshop.com)

In her memoirs, Violet Jessop mentions Thomas Andrews, the naval architect in charge of the plans for the ocean liner RMS Titanic. Like all other crew members, she too greatly admired him for he was the only person who heeded the requests of the crew for improvements in their quarters. She wrote:

“Often during our rounds we came upon our beloved designer going about unobtrusively with a tired face but a satisfied air. He never failed to stop for a cheerful word, his only regret that we were ‘getting further from home.‘ We all knew
the love he had for that Irish home of his and suspected that he longed to get back to the peace of its atmosphere for a much needed rest and to forget ship designing for awhile.”

During the voyage, Bruce Ismay talked about a possible test of speed if time permitted.

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Violet Jessop, the 20th Century Lady Jonah: Part 1 – Aboard the RMS Olympic


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Myself . By T.V. Antony Raj
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Jonah

The Biblical narrative of Jonah in the Old Testament, set in or around the 8th century BC, concerns the disobedient prophet Jonah. God orders Jonah: “Set out for the great city of Nineveh, and preach against it; for their wickedness has come before me.

But Jonah chose to flee “away from the LORD” to Tarshish by sea, geographically in the opposite direction. He went down to Joppa, found a ship going to Tarshish. The LORD, however, hurled a great wind upon the sea, and the storm was so great that the ship was about to break up. Then, the sailors were afraid and each one cried to his god. To lighten the ship they threw its cargo into the sea. The sailors cast lots, and the lot fell on Jonah. Jonah admitted his disobedience to God.

The sailors asked, “What shall we do with you, that the sea may calm down for us?

Jonah responded, “Pick me up and hurl me into the sea and then the sea will calm down for you. For I know that this great storm has come upon you because of me.”

Since the sea was growing more and more stormy they picked up Jonah and hurled him into the sea, and the sea stopped raging. But the LORD sent a great fish to swallow Jonah, and he remained in the belly of the fish three days and three nights. Jonah prayed to God in his affliction. God commanded the fish to spew Jonah out.

Violet Constance Jessop (October 2, 1887 – May 5, 1971)

Violet Constance Jessop (October 2, 1887 – May 5, 1971)

Violet Constance Jessop (October 2, 1887 – May 5, 1971) was an ocean liner stewardess and nurse notable for surviving the disasters associated with the British White Star Line’s trio of Olympic-class liners: RMS Olympic, RMS Titanic and HMHS Britannic.

Was Violet Jessop a 20th century Lady Jonah?

In the mid 1880s, her father, William Jessop immigrated to the Argentine Republic from Dublin to try his hand at sheep farming. In 1886, his fiancée, Katherine Kelly from Dublin joined him.

Violet Jessop was the first of nine children born to them. Violet contracted tuberculosis at an early age. However, she survived even though her doctor predicted that she would succumb to the illness. Despite a delayed education, Violet benefited from an American schooling in Argentina.

SS Orinoco (Source: clydesite.co.uk)

SS Orinoco (Source: clydesite.co.uk)

After William Jessop died in Mendoza, Katherine Kelly moved to Great Britain with her children where she found a job as a stewardess for the Royal Mail Line. Violet attended a convent school under the tutelage of Breton nuns in Kent.

When Katherine became ill, Violet left school at an early age to act as a parental surrogate to four younger brothers. Like her mother, Violet decided to become a ship stewardess.

In the early 20th century, most women working as stewardesses were middle-aged, but Violet just 21-years-old and looked beautiful which proved to be a disadvantage in finding a position as a stewardess because Employers believed that her youth and good looks would cause problems with the crew and passengers. Violet solved the problem by making herself look homely by wearing old clothes and no makeup while attending interviews.

In 1908, Violet joined as a stewardess aboard the Royal Mail Line’s passenger-cargo vessel the SS Orinoco that plied between Southampton and the West Indies. From then on, her seagoing career continued with few interruptions for 42 years.

Titanic Survivor

John Maxtone-Graham the editor of “Titanic Survivor: The Newly Discovered Memoirs of Violet Jessop Who Survived both the Titanic and Britannic Disasters,” said her beauty increased her troubles with the “philandering captains and pursers, loquacious or insufferable fellow stewardesses, and an array of sometimes horrifying passengers.”

During her career as a stewardess on various ships, at least three men proposed to her, of while one was an incredibly wealthy first-class passenger.

The White Star Line and Harland & Wolff

Harland & Wolff Heavy Industries Limited in Belfast, Northern Ireland, is a Northern Irish heavy industrial company, specializing in shipbuilding and offshore construction. The company was formed in 1861 by Edward James Harland and Hamburg-born Gustav Wilhelm Wolff, who lived in the United Kingdom from age 14.

The Belfast shipbuilders had a long-established relationship dating back to 1867 with the White Star Line founded in Liverpool, England, by John Pilkington and Henry Wilson in 1845.

White Star Line concentrated on the Liverpool to New York shipping services. They financed their heavy investment in new ships by borrowing from the Royal Bank of Liverpool. The bank failed in October 1867 leaving White Star Line with an overwhelming debt of £527,000 (£39,510,442 as of 2014) and forced into bankruptcy.

White Star Line vector logo

On January 18, 1868, Thomas Henry Ismay, a director of the National Line, purchased the house flag, trade name and goodwill of the bankrupt company for £1,000, (£76,182 as of 2014) intending to operate large ships on the North Atlantic service.

Thomas Ismay was president of White Star Line till 1899 and had several ships under his authority. Most of these ships were chartered.

Gustav Christian Schwabe, a prominent Liverpool merchant, and his nephew, Gustav Wilhelm Wolff, approached Thomas Ismay during a game of billiards. Schwabe offered to finance the new line if Ismay had his ships built by Wolff’s company, Harland & Wolff.

Thomas Ismay agreed, and established a partnership with the agreement with the stipulation that the shipbuilders would not build any vessels for the rivals of White Star Line. Harland and Wolff were given a great deal of latitude in designing ships for the White Star Line. Cost considerations were relatively low on the agenda and the shipbuilders were authorized to spend whatever on the ships and would be paid cost plus a fixed five percent profit margin.

White Star Line placed their first order with Harland & Wolff on July 30, 1869 and began operating again in 1871 between New York and Liverpool, with a call at Queenstown.

It has long been a custom with many shipping lines to have a common theme for the names of their ships. White Star Line named their ships ending in -ic.

In the late 19th century, White Star Line sought to fund construction of two ships, SS Majestic and SS Teutonic through the British government. The government accepted the proposition with the stipulation that the Royal Navy would have access to the two ocean liners in a time of war.

SS Majestic (1890)

SS Majestic (1890)

Harland & Wolff built SS Majestic for White Star Line and launched her on June 29, 1889. After fitting the ship during the next nine months, it was delivered to White Star Line in March, 1890. On April 2, 1890, SS Majestic left Liverpool on her maiden voyage to New York.

In 1895, 45-year-old English naval reserve officer Edward John Smith, who years later would gain lasting fame as the captain of the RMS Titanic was given command of SS Majestic. He served as her captain for nine years. When the Boer War started in 1899, SS Majestic under Smith’s command transported troops to Cape Colony. The ship made two trips to South Africa, in December 1899 and in February 1900, without any adverse incident.

Thomas Ismay died on November 23, 1899 and his son J. Bruce Ismay succeeded him as the chairman of White Star Line. He decided to build four ocean liners to surpass the RMS Oceanic built by his father: the ships were dubbed the ‘Big Four’: RMS Celtic, RMS Cedric, RMS Baltic, and RMS Adriatic. These vessels were designed more for luxury and for speed than safety.

In 1902, J.P. Morgan & Co., was organizing the formation of the International Mercantile Marine Company (IMM). It was an Atlantic shipping combine which absorbed several major American and British lines. Bruce Ismay negotiated the sale of the White Star Line to J.P. Morgan&Co. The White Star Line became one of the IMM operating companies. In February 1904, Bruce Ismay became president of the IMM, with the support of Morgan.

Violet Jessop’s Career with White Star Line

After a brief assignment aboard SS Orinoco, Violet Jessop was hired by the White Star Line as a stewardess aboard SS Majestic.

In the early 20th century, the Harland & Wolff shipyard built a trio of ocean liners for the White Star Line, which were popularly called the Olympic-class ocean liners. They were: RMS Olympic, RMS Titanic and RMS Britannic.

The designs for both Olympic and Titanic were on the board at the same time. However, to ease pressures on the shipyard, construction of the Olympic began three months before Titanic. Several years would pass before Britannic would be launched.

In 1912, the trio were by far the largest vessels of the White Star Line’s fleet of 29 steamers and tenders.

The RMS Olympic

RMS Olympic built by Harland & Wolff was the lead ship and the namesake of the White Star Line’s trio of Olympic-class liners. Launched on October 20, 1910, it was the largest civilian transatlantic luxury ocean liner at that time – nearly 100 feet (30 meters) longer than any other ship. Edward Smith, who had earned the reputation as one of the world’s most experienced sea captains was given the first command of the lead ship.

RMS Olympic arriving at New York on her maiden voyage in June 1911.

RMS Olympic arriving at New York on her maiden voyage in June 1911.

The maiden voyage of RMS Olympic from Southampton to New York concluded successfully on June 21, 1911. However, as the ship was docking at Pier 59 in New York harbor under the command of Captain Smith with the assistance of a harbor pilot, one of the 12 assisting tugs got caught in the backwash of Olympic, collided with the ship, and for a brief moment was trapped under Olympic‘s stern. Eventually, the tug managed to free itself and limped to the docks.

During World War I, RMS Olympic served as a troop ship and was fondly remembered as the “Old Reliable“. After the war, it returned to civilian service. Throughout the 1920s and in the first half of the 1930s, she served as an ocean liner. She was in service for 24 years from 1911 to 1935. After 1930, the slump in trade during the Great Depression, and increased competition, made her operation increasingly unprofitable for the White Star Line.

On June 14, 1911, the 23-year-old Violet Jessop boarded the RMS Olympic to work as a stewardess on it.

Three months later, on September 20, 1911, shortly after leaving Southampton at the start of her planned fifth voyage to New York, RMS Olympic collided with the old protected Royal Navy cruiser HMS Hawke off the Isle of Wight, the largest island of England in the English Channel.

At the time of this incident Violet Jessop was on board the RMS Olympic.

Satellite image showing the Solent, separating the Isle of Wight from mainland England (Source: Earth Sciences and Image Analysis, NASA-Johnson Space Center)

Satellite image showing the Solent, separating the Isle of Wight from mainland England (Source: Earth Sciences and Image Analysis, NASA-Johnson Space Center)

The collision took place as RMS Olympic and HMS Hawke were running parallel to each other through the Solent. The wide radius taken by RMS Olympic to turn to starboard took the commander of the HMS Hawke by surprise and its bow designed to sink ships by ramming, tore two large gashes on the RMS Olympic‘s starboard side, one above and one below the waterline resulting in the flooding of two of her watertight compartments and a twisted propeller shaft.

The damage to RMS Olympic (Source: Popular Mechanics Magazine December 1911)

The damage to RMS Olympic and HMS Hawke (Source: Popular Mechanics Magazine December 1911)

HMS Hawke nearly capsized after she sustained severe damage to her bow.

Despite the heavy damage to both vessels, there were no casualties and none seriously injured.

Both vessels managed to steam back to Southampton for repairs. The fifth voyage of RMS Olympic to New York was cancelled.

After two weeks of temporary repairs in Southampton, RMS Olympic returned to Belfast for further repairs. On 30th November 1911, she returned to active service.

Though Violet Jessop survived the collision of RMS Olympic with the HMS Hawke, she was slated for more traumatic experience a year later on RMS Titanic and on the RMS Britannic in 1916.

 

Next Part 2 – Aboard the RMS Titanic

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Mystery of Malaysia Airlines Flight MH370 – Inmarsat’s Satellite Data


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Myself . By T.V. Antony Raj

Wild ride of MH370 (Source: heraldsun.com.au)

Wild ride of MH370 (Source: heraldsun.com.au)

The search for the missing Malaysia Airlines Flight MH370 is now on in a section of the southern Indian Ocean known as the “Roaring Forties” where strong westerly winds generally blow between latitude 40° and 50°. The strong west-to-east air currents are induced by the combination of the Earth’s rotation and air being displaced from the Equator towards the South Pole, with just a few landmasses to act as windbreaks. The area is characterized by cold fronts that sweep east every four to five days, causing  13 to 30 feet (4 to 9 meters) pounding waves that churn the icy sea.

International Mobile Satellite Organization (Inmarsat) is a British satellite telecommunications company, offering global, mobile services. Inmarsat started playing an import role immediately after Malaysian Airlines Flight MH370 disappeared.

One of Inmarsat’s satellites continued to pick up a series of automated hourly ‘pings’ from the missing aircraft which would normally be used to synchronize timing information even after the Aircraft Communications Addressing and Reporting System (ACARS), which would usually transmit the plane’s position, was switched off, suggesting the plane flew to the Indian Ocean.

How Inmarsat tracked down Flight MH370 (Source: telegraph.co.uk)

How Inmarsat tracked down Flight MH370 (Source: telegraph.co.uk)

By analyzing these pings, Inmarsat established that the aircraft continued to fly for at least five hours after the aircraft left Malaysian airspace, and that it had flown along one of two ‘corridors’ – one arcing north and the other south. The plane was reportedly flying at a cruising height above 30,000 feet. See my article “Mystery of Malaysia Airlines Flight MH370 – If Hijacked, Where Did It Go?

Using complex mathematical processes, Inmarsat’s engineers analyzed the tiny shifts in the frequency of the pings from the missing aircraft and came up with a detailed Doppler effect model for the northern and southern paths and inferred the aircraft’s likely final location though their method had never been used before to investigate an air disaster.

Chris McLaughlin, senior vice-president of external affairs at Inmarsat said:

“We looked at the Doppler effect, which is the change in frequency due to the movement of a satellite in its orbit. What that then gave us was a predicted path for the northerly route and a predicted path the southerly route…

That’s never been done before; our engineers came up with it as a unique contribution… By yesterday they were able to definitively say that the plane had undoubtedly taken the southern route…

We worked out where the last ping was, and we knew that the plane must have run out of fuel before the next automated ping, but we didn’t know what speed the aircraft was flying at – we assumed about 450 knots. We can’t know when the fuel actually ran out, we can’t know whether the plane plunged or glided, and we can’t know whether the plane at the end of the time in the air was flying more slowly because it was on fumes.”

Pings to Inmarsat (video grab from Wall Street Journal)

Pings to Inmarsat (video grab from Wall Street Journal)

According to the Wall Street Journal, Inmarsat relayed their findings to the Malaysian officials and the British security and air-safety officials on March 12, 2014. But the Malaysian government concerned about corroborating the data and dealing with internal disagreements about how much information to release did not publicly acknowledge Inmarsat’s information until four days later. On Saturday, March 15, 2014, during a news conference, Malaysian Prime Minister Najib Razak accepted for the first time that deliberate actions were involved in the disappearance of the aircraft. He said:

“Based on new satellite information, we can say with a high degree of certainty that the Aircraft Communications Addressing and Reporting System (ACARS) was disabled just before the aircraft reached the east coast of Peninsular Malaysia. Shortly afterwards, near the border between Malaysian and Vietnamese air traffic control, the aircraft’s transponder was switched off.”

 He added that the search effort was redirected from that day to focus on the areas the Inmarsat information described:

“From this point onwards, the Royal Malaysian Air Force primary radar showed that an aircraft which was believed – but not confirmed – to be MH370 did indeed turn back. It then flew in a westerly direction back over Peninsular Malaysia before turning northwest. Up until the point at which it left military primary radar coverage, these movements are consistent with deliberate action by someone on the plane.

Today, based on raw satellite data that was obtained from the satellite data service provider, we can confirm that the aircraft shown in the primary radar data was flight MH370. After much forensic work and deliberation, the F.A.A., N.T.S.B., A.A.I.B. and the Malaysian authorities, working separately on the same data, concur.

According to the new data, the last confirmed communication between the plane and the satellite was at 8:11 a.m. Malaysian time on Saturday 8th March. The investigations team is making further calculations which will indicate how far the aircraft may have flown after this last point of contact. This will help us to refine the search.

Due to the type of satellite data, we are unable to confirm the precise location of the plane when it last made contact with the satellite.

However, based on this new data, the aviation authorities of Malaysia and their international counterparts have determined that the plane’s last communication with the satellite was in one of two possible corridors: a northern corridor stretching approximately from the border of Kazakhstan and Turkmenistan to northern Thailand, or a southern corridor stretching approximately from Indonesia to the southern Indian Ocean. The investigation team is working to further refine the information.

In view of this latest development the Malaysian authorities have refocused their investigation into the crew and passengers on board. Despite media reports that the plane was hijacked, I wish to be very clear: we are still investigating all possibilities as to what caused MH370 to deviate from its original flight path.

This new satellite information has a significant impact on the nature and scope of the search operation. We are ending our operations in the South China Sea and reassessing the redeployment of our assets. We are working with the relevant countries to request all information relevant to the search, including radar data.

As the two new corridors involve many countries, the relevant foreign embassies have been invited to a briefing on the new information today by the Malaysian Foreign Ministry and the technical experts. I have also instructed the Foreign Ministry to provide a full briefing to foreign governments which had passengers on the plane. This morning, Malaysia Airlines has been informing the families of the passengers and crew of these new developments.”

On March 18, 2014, Australia and the US National Transportation Safety Board narrowed down the search area to just three per cent of the southern corridor by taking into consideration Inmarsat’s inference from the satellite pings, along with assumptions about the plane’s speed.

On Monday, March 24, 2014, Prime Minister Najib Razak said that according to Inmarset the aircraft flew along the southern corridor and ended its journey in the middle of the southern Indian Ocean. He said:

“Based on new analysis… MH370 flew along the southern corridor and that its last position was in the middle of the Indian Ocean west of Perth… It is therefore, with deep sadness and regret, that I must inform you that according to this new data that flight MH370 ended in the southern Indian Ocean.”

On the same day, Australian and Chinese search planes separately spotted a few objects in the southern Indian Ocean and alleged they were possible debris from the missing aircraft and reported the coordinates to the Australian Maritime Safety Authority (AMSA), which is coordinating the multinational search, and also to the Chinese icebreaker Snow Dragon, which is en route to the area. Half a dozen other Chinese ships along with 20 fishing vessels have been ordered to move toward the search zone.

Australian Prime Minister Tony Abbott said the crew of an Australian P3 Orion plane had located and two objects in the search zone, but it was unclear if they were part of an aircraft. He said, the first object was grey or green and circular, the second orange and rectangular. The crew was able to photograph the objects.

Search suspended ... this satellite image shows severe tropical cyclone Gillian off the Western Australian coast. Credit: Bureau of Meteorology

Search suspended this satellite image shows severe tropical cyclone Gillian off the Western Australian coast. Credit: Bureau of Meteorology

An Australian Navy supply ship, the HMAS Success, was on the scene on Monday trying to locate and retrieve the objects. However, according to AMSA, due to rough seas the vessel left the search area early Tuesday morning since conducting the
search in such conditions would be hazardous and pose a risk to crews.AMSA said the vessel is now in transit south of the search area until the sea calms down and if weather conditions permit the search would be resumed tomorrow, otherwise if weather conditions continue to deteriorate it could be several days before the search is resumed.

Meanwhile, the United States prepared to move into the region a special device that can locate black boxes.

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Mystery of Malaysia Airlines Flight MH370 – Were There Any Phone Calls from the Aircraft?


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Myself By T.V. Antony Raj

There were 239 people on board the missing Malaysia Airlines Flight 370 that took off from the Kuala Lumpur International Airport, Kuala Lumpur, Malaysia, on March 8, 2014 at 00:41 MST.

On Saturday, March 22, 2014, The Telegraph published the cockpit communication aboard the missing Malaysia Airlines flight from its taxi on the runway to its final message at 1:19 am of ‘all right, good night‘. The transcript starts at 00.25 with general instructions from the control tower to the pilots. The detailed conversation begins at 00.36.

Transcript of the final 54 minutes of communication from Malaysia Airlines flight MH370 (Source: telegraph.co.uk)

Transcript of the final 54 minutes of communication from Malaysia Airlines flight MH370. (Source: telegraph.co.uk)

KL CONTROL TOWER
00:36:30
MH370: ATC, this is MH370, good morning
ATC: Good morning, MH370, This is KL control tower, please remain in A10 32R

00:36:50 MH370: A10, MH370 copies that

00:38:43
ATC: MH370, please get on the runway from 32R A10

MH370: runway from 32R A10, copy that

00:40:38
ATC: MH370, position 32R, runway ready, permitted to take
off. Good night
MH370: position 32R, runway ready, permitted to take off. MH370 copies that. Thank you, goodbye.

KL AIRPORT
00:42:05 MH370: MH370 has left the port

00:42:10 ATC: MH370 position confirmed, flight altitude 180, follow the command and turn right, target IGARI waypoint.

00:42:40 MH370: Alright, altitude 180, direction IGARI waypoint, MH370 copies that

00:42:52
ATC: MH370, you’ve entered KL Radar 132.6, good night
MH370: 132.6, MH370 copies that

KL RADAR
00:46:51
MH370: KL ATC, This is MH370

ATC: MH370, please climb to flight altitude 250

00:46:54 MH370: MH370 is climbing to flight altitude 250

00:50:06 ATC: MH370, climbing to flight altitude 350

00:50:09 MH370: This is MH370, flight altitude 350

01:01:14 MH370: MH370 remaining in flight altitude 350

01:01:19 ATC: MH370

01:07:55 MH370: MH370 remaining in flight altitude 350

01:08:00 ATC: MH370

01:19:24 ATC: MH370, please contact Hu Chi Minh City 120.9, good night

01:19:29 MH370: All right, good night

Today, everyone has a cellular phone and some would even have two phones. If so, there should have been a minimum of 250 cell phones among the 217 passengers and 12 crew members on board the missing aircraft.

In 1991, the Federal Communications Commission (FCC), an independent agency of the United States government, prohibited the use of cellular devices for making phone calls or surfing the Web in-flight by passengers while on board an airplane because the FCC suspected that the radio frequency emitted by cell phones could cause an airplane’s communication equipment to malfunction.

The Federal Aviation Administration (FAA), the national aviation authority of the United States, agrees with the FCC that cell phones may cause substantial interference with aircraft systems and supports the ban for all commercially operated airplanes. Many airlines comply with FCC’s rule. However, some commercial airlines have instituted different policies about when passengers can turn their cell phones on and off while on board their airplanes.

The use of cell phones on private or charter planes is not regulated, and many private flights permit passengers to use cell phones while in flight.

When United Flight 93 was hijacked on September 11, 2001, passengers managed to make two cell phone calls during the flight’s final minutes. Several other calls were made using air-phones.

In 2005, the FCC announced that it might consider lifting the ban on the use of cell phones on airplanes above 10,000 feet, with certain restrictions.

Latest cellular phones are able to operate on very low power settings, and may not interfere with the aircraft’s communication systems. The FCC is trying to establish an acceptable threshold of radio frequency emissions to allow cell phones to be used on airplanes without any fear of causing failure to the aircraft’s navigation system or disrupting service on the ground. These devices will still need to be in airplane mode during takeoff and landing.

Earlier, the European Commission allowed only 2G wireless services to be used aboard flights above 3,000 meters. In November 2013, the European Commission adopted new rules to allow passengers use devices with 3G and 4G data connections.

Now, the often asked question on social media is: “Did the passengers on board the missing Malaysia Airlines Flight 370 make calls using their cell phones?

On Monday, March 17, 2014,  at a news conference Malaysia Airlines CEO Ahmad Jauhari Yahya said: “So far, we have not had any evidence of any telephone company of any member trying to contact.”

One reason might be that once the aircraft cruises to a certain height the cell phones are no longer in the range of the cellular network because cell phone towers are not built to project their signals that high.

Was the Flight MH370 flying too high?

According to radar analysis, the plane had been flying as high as 45,000 feet and as low as 23,000 feet, which the experts say is too high to register with mobile towers.

Also, according to telecom experts, when the plane flies too fast the cell phone fails to register with cell towers. Typical cruise speed of a Boeing 777 aircraft is Mach 0.84 (560 mph, 905 kph, 490 knots) at a cruise altitude of 35,000 feet (11,000 meters).

Bill Rojas, director of telecom research at IDC Asia Pacific said that passengers travelling on high-speed trains in Japan and other countries manage to make telephone calls using 3G networks at speeds of up to 150 mph (240 kph) but cell towers do not register a signal beyond those speeds. According to Rojas the aircraft would need to have been flying at speeds below 155 mph (250 kph) and at an altitude less than 10,000 feet (3,050 meters) for passengers to make or receive calls.

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Mystery of Malaysia Airlines Flight MH370 – Hypothetical Theories


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Myself By T.V. Antony Raj

From the day the Malaysia Airlines Flight MH370 disappeared many theories such as hijacking, disintegration in midair, missile attack, and so on, are being elucidated by pundits and amateurs for the possible disappearance of the flight that took off on Saturday, March 8, 2014, at 00:41 MST from the Kuala Lumpur International Airport with 239 people, including 12 crew members.

Since the international search for the missing aircraft has not yielded any result and the hope of finding it is waning as the days dawn on, implausible and whimsical theories are now circulating in regular and online social media.

A meteor strike?

Some have suggested that Malaysia Airlines Flight MH370 could have been struck by a powerful meteor that shattered it to smithereens, and the bits might have fallen into the sea.

Interception by aliens?

On the ForbiddenKnowledgeTV.com, a conspiracy theory site, Alexandra Bruce has interpreted the unusual data on Flightradar24.com on the date of the disappearance.  He suggests that a UFO might have intercepted the Malaysia Airlines Flight MH370.

The radar playback from Flightradar24.com website

The radar playback from Flightradar24.com website. Click image to view video.

Seeing the radar playback of the moments leading up to the plane’s disappearance, one may forgive Malaysia Airlines for not being more forward, in this case – because the radar playback is not only baffling, it shows two distinct anomalies, as pointed out by Intrepid citizen-reporter and YouTube popstar, DAHBOO7.

The radar playback depicts dozens of planes in flight over the region at the time. The first peculiarity is seen in the lower left of the screen. A round object appears in the vicinity of Flight 370 (and amid several others), which the radar does not automatically “read” as airplane. Suddenly, this round object take the form of a “plane” on the radar screen and accelerates at a rate of speed that must be at least five times the speed of the surrounding planes, heading eastward, over the South China Sea – and just as suddenly the object stops and appears to hover in place.

During this same time, there is some evidence that shortly after crossing the Malaysian Peninsula, Flight 370 was in trouble. The radar playback shows that the plane took three sharp turns: right, left, right at an altitude of 35,000 feet and at a speed of 473 knots – just before the radar readings instantly go from 35,000 feet to 0, with the plane still traveling at that speed for a few moments more, at 0 feet altitude before it vanishes from the screen. As of this writing, this plane remains missing, even though the sea is relatively shallow in the area where the lane went missing.

As for the other object described here, it disappears as well. There have been no reports about this object – or plane, or what have you; whether it was a commercial airliner, like the many others in flight during the final moments preceding the disappearance of Flight 370 – but the object in question certainly didn’t behave like a commercial airliner.

Regardless of whether or not this mystery object had anything to do with the demise of of Flight 370 – what IS evident is that the radar readings shown in this clip captured signals from what for now, can only be termed a UFO.

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Mystery of Malaysia Airlines Flight MH370 – Did the Aircraft Fly Towards Palau Langkawi


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Myself . By T.V. Antony Raj

Malaysia Airlines Flight MH370  (Source: CNN)

Malaysia Airlines Flight MH370 (Source: CNN)

From the day the Malaysia Airlines Flight MH370 disappeared many theories such as hijacking, disintegration in midair, missile attack, and so on, are being elucidated by pundits and amateurs for the possible disappearance of the flight that took off on Saturday, March 8, 2014, at 00:41 MST from the Kuala Lumpur International Airport with 239 people, including 12 crew members.

The location of Malaysia Airlines Flight MH370 last seen on Air Traffic Control (ATC) radar at 02:40 MST (March 7, 18:40 UTC) was at 6°55′15″N 103°34′43″E. After that the aircraft ceased all communications. The aircraft’s transponder in the cockpit was switched off just before the plane passed from Malaysian to the Ho Chi Minh Area air traffic control space - the optimum moment, when the aircraft was not controlled by air traffic controllers in Malaysia or Vietnam. Later, authorities in Thailand and China informed their Malaysian counterparts that the aircraft had not entered their airspace.

On Saturday, March 15, 2014, a week after Malaysia Airlines Flight MH370 disappeared, Malaysian Prime Minister Najib Razak told reporters:

“Based on new satellite information, we can say with a high degree of certainty that the Aircraft Communications Addressing and Reporting System (ACARS) was disabled just before the aircraft reached the east coast of Peninsular Malaysia. Shortly afterwards, near the border between Malaysian and Vietnamese air traffic control, the aircraft’s transponder was switched off.”

The Prime Minister further said:

 “Despite media reports that the plane was hijacked, I wish to be very clear: we are still investigating all possibilities as to what caused MH370 to deviate from its original flight path.”

Chris Goodfellow

Chris Goodfellow

Chris Goodfellow, a Canadian with 20 years experience as a Class-1 instrumented-rated pilot for multi-engine does not speculate on terrorism, hijack, meteors, etc. He tries to look for a more simple explanation of this incident through his post “MH370  A different point of view. Pulau Langkawi 13,000 runway” on Google+.

When he heard reports that Malaysian military radar tracked the aircraft on a southwesterly course back across the Malay Peninsula into the straits of Malacca, he instantly brought up Google Earth and searched for airports in proximity to the track towards southwest.

Goodfellow suggests that the chief pilot was confronted by some major event on-board that made him turn back right away to the closest safe airport. It was probably a serious event and the crew in the cockpit must have been occupied trying to fight the fire and controlling the aircraft. For Goodfellw, the loss of transponders and communication makes perfect sense in the case of a fire and electrical short-circuit caused by the fire because the first reaction is to pull all the main busses and restore circuits, one by one, until the bad one is isolated and the aircraft would have gone silent. Aviate, Navigate and lastly communicate would be the modus operandi of a seasoned pilot.

Flight of MH370 to Langkawi

Chris Goodfellow says:

The left turn is the key here. This was a very experienced senior Captain with 18,000 hours. Maybe some of the younger pilots interviewed on CNN didn’t pick up on this left turn. We old pilots were always drilled to always know the closest airport of safe harbor while in cruise. Airports behind us, airports abeam us and airports ahead of us. Always in our head. Always. Because if something happens you don’t want to be thinking what are you going to do – you already know what you are going to do. Instinctively when I saw that left turn with a direct heading I knew he was heading for an airport. Actually he was taking a direct route to Palau Langkawi a 13,000 foot strip with an approach over water at night with no obstacles. He did not turn back to Kuala Lampur because he knew he had 8,000 foot ridges to cross. He knew the terrain was friendlier towards Langkawi and also a shorter distance.

What I think happened is that they were overcome by smoke and the plane just continued on the heading probably on George (autopilot) until either fuel exhaustion or fire destroyed the control surfaces and it crashed. I said four days ago you will find it along that route – looking elsewhere was pointless.

This pilot, as I say, was a hero struggling with an impossible situation trying to get that plane to Langkawi. No doubt in my mind. That’s the reason for the turn and direct route. A hijack would not have made that deliberate left turn with a direct heading for Langkawi. It would probably have weaved around a bit until the hijackers decided on where they were taking it.

Surprisingly none of the reporters , officials, other pilots interviewed have looked at this from the pilot’s viewpoint. If something went wrong where would he go? Thanks to Google earth I spotted Langkawi in about 30 seconds, zoomed in and saw how long the runway was and I just instinctively knew this pilot knew this airport. He had probably flown there many times. I guess we will eventually find out when you help me spread this theory on the net and some reporters finally take a look on Google earth and put 2 and 2 together.

The Langkawi International Airport (Source: philly.com)

The Langkawi International Airport (Source: philly.com)

The Langkawi International Airport is one of seven international airports in Malaysia and connects the island to Kuala Lumpur, Singapore, Penang and Subang.

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